Advanced parking management system

ABSTRACT

A parking management system includes a roadside unit having a vehicle occupancy sensor with a zone of detection that corresponds to a parking space. The roadside unit includes an imaging camera with an image processor to image a vehicle in the parking space the imaging camera being triggered based on a change in occupancy condition determined by the vehicle occupancy sensor, a solar panel charging a battery configured to provide at least a portion of energy needed for the roadside unit, and a wireless transceiver configured to communicate data from the roadside unit to a parking management system central computer. The imaging camera changes quickly from a low power mode to an active mode so as to image a vehicle entering or exiting the parking space.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/773,134, filed on Jan. 27, 2020, which is a continuation of U.S.patent application Ser. No. 16/052,558, filed on Aug. 1, 2018, now U.S.Pat. No. 10,546,497, which claims priority to U.S. Provisional PatentApplication No. 62/539,883, filed on Aug. 1, 2017, all of which areincorporated herein by reference.

This application contains subject matter related to U.S. patentapplication Ser. No. 13/464,706 (now U.S. Pat. No. 8,878,697), filed onMay 4, 2012, which claims priority to U.S. Provisional Application Nos.61/549,029, filed on Oct. 19, 2011, and 61/638,173, filed on Apr. 25,2012, the entire contents of which are incorporated herein by reference.

This application contains subject matter related to U.S. patentapplication Ser. No. 14/144,161, filed on Dec. 30, 2013, which claimspriority to U.S. Provisional Application Nos. 61/746,842, filed on Dec.28, 2012, and 61/790,209, filed on Mar. 15, 2013, the entire contents ofwhich are incorporated herein by reference.

This application contains subject matter related to U.S. patentapplication Ser. No. 14/210,846, filed on Mar. 14, 2014, which is acontinuation-in-part of U.S. patent application Ser. No. 14/144,161,filed on Dec. 30, 2013, which claims priority to U.S. ProvisionalApplication Nos. 61/746,842, filed on Dec. 28, 2012, and 61/790,209,filed on Mar. 15, 2013, the entire contents of which are incorporatedherein by reference.

BACKGROUND OF THE DISCLOSURE

Many needs of parking management, especially in on-street parkingenvironments in urban areas, are not being met with current technology,despite severe needs to improve parking in cities around the world. Theability to automate payment for parking spaces, reserving parkingspaces, especially for freely accessible spaces such as on-streetparking, and provide convenient choices that combine on-street andoff-street to motorists has been elusive due to limitations of currenttechnology. Parking management systems that include accurate spaceoccupancy detection do not include unique vehicle identification forvehicle-based parking access and rate determination, motorist guidance,violation detection, and enforcement automation support. These needs areglobal, have existed for a long time, but there has not been anysuccessful implementation of a parking management system as disclosedherein.

Public parking spaces are valuable, limited and can include shared realestate. Public parking spaces impact economic development, cityfinances, public safety, and citizen happiness. In many cities,challenges including traffic congestion resulting from motoristscircling the block due to inadequate parking supply/demand management,and the inability to incentivize beneficial use patterns and discourageabuse of public spaces results in citizen unhappiness, quality of lifeimpact, congestion, pollution, revenue loss, economic impact tobusinesses, and also projects a poor image of the cities. The ability toprovide motorists best-fit choices whether on-street and off-street andthe ability to provide certainty of finding a parking space providestremendous value to motorists, cities and parking operators.

Failed approaches to solving the problem of providing certainty tomotorists includes electro-mechanical stoppers in each space (failuresin devices damage vehicles, motorist confusion to drive over thestopper), passive RFID tags or beacons to uniquely identify vehicles(requires high powered transponders close to the tag, not compatiblewith battery operated parking devices), GPS based vehicle location (poorspatial accuracy, especially in dense urban areas), applications thatrequire extensive hands-on interfaces, and inaccurate parking spaceoccupancy detection. Due to these failures, reservations in the currentart are limited to human operators facilitating the reservation andtherefore are of very limited use.

Reservations capability provides a high level of certainty to motoristsand becomes even more important for the very small inventory of specialpurpose spaces such as for EV charging or ride share vehicles.

In addition, there exists a demand for parking management of 2 wheelersand trucks.

SUMMARY OF THE DISCLOSURE

An exemplary embodiment includes a system comprising an occupancydetection sensor that is configured to detect a change in occupancystate in a parking space. The system may include a reservationsindicator display configured to display a sufficiently unique identifierto indicate an identity of a reservation holder, situated in proximityto the parking space and configured to change responsive to a vehicleentering or exiting the parking space or upon authentication of thereservation holder in a reserved parking space or upon an acceptedreservation. The system may include a user device including a mobileapplication configured to request a reservation associated with anintended parking session by inputting one or more parameters. The systemmay include one or more processors configured to provide information toa user device of the reservation holder regarding available or expectedchoices for parking for the intended parking session. The user devicemay be configured to select, via the mobile application, a choice forparking based on the available or expected choices for parking for theintended parking session. The one or more processors may be configuredto authenticate whether a vehicle occupancy event in the reservedparking space belongs to the reservation holder for the reserved parkingspace. The one or more processors may be configured to manage processingof violations and exceptions upon determining that an identity of theparked vehicle in the reserved parking space cannot be confirmed.

Another exemplary embodiment includes an automated voice controlledparking assistance system, comprising a device configured to input, viavoice, one or more parameters to describe a request, the requestedcomprising an intended parking session. The system may include one ormore processors may be configured to prompt a user of the device formissing information or additional parameters needed to narrow downparking choices responsive to the input. The one or more processors maybe configured to transmit information to the user regarding available orexpected choices associated with parking for the intended parkingsession. The one or more processors may be configured to match therequest to a parking inventory and provide a list of possible spacesthat fit the request. The one or more processors may be configured tointerface with at least one of a central parking management system and aplurality of available parking space reservation indicators to select aparking space for reservation. The one or more processors may beconfigured to transmit confirmation to the device upon completion of thereservation.

Another exemplary embodiment may involve the above components andtechniques for two wheeler parking.

Another exemplary embodiment may involve changing messages in a dynamicmessage sign in the vicinity of the parking area or its approaches.

Another exemplary embodiment may involve the above techniques for truckspace parking management.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a schematic block diagram of a reservations indicator inaccordance with an exemplary embodiment.

FIG. 2 depicts a schematic block diagram of an in-vehicle in accordancewith an exemplary embodiment.

FIG. 3 depicts a schematic block diagram of an in-vehicle device withenergy harvesting and mounted on an exterior of a vehicle in accordancewith an exemplary embodiment.

FIG. 4 depicts a flowchart of a sensor in accordance with an exemplaryembodiment. For example, at block 4002 periodic power may be provided tosensor at block 4004. At block 4006, a vehicle may be detected. In theevent no vehicle is detected, sensor power may be switched off at block4008 and the system may be set to a low power mode at block 4012 beforereturning to the beginning 4001 of sensor operation. In the event avehicle is detected, the method may proceed to block RF 4010 and block4014 in which the RF section is powered and a tag (as described herein)is read. At block 4016, ranging distance measurement (as describedherein) may be determined in order to determine if the tag is valid atblock 4018. If the tag is not valid, reservation indicator is notifiedat block 4020 and the method returns to block 4012 to set the system inlow-power mode. If a valid tag is detected, the method proceeds tonotify reservation indicator at block 4022. At block 4024, tag LED/audio(as described herein) is determined. At block 4026, CEL is woken up anddata is transmitted to a gateway (as described herein) and thereafterreturning to set the system in low-power mode at block 4012.

FIG. 5 depicts an architecture view of parking management components inaccordance with an exemplary embodiment.

FIG. 6 depicts a block diagram parking management components inaccordance with an exemplary embodiment.

FIG. 7 depicts variable dynamic message signs in accordance with anexemplary embodiment.

FIG. 8 depicts a battery operated in-vehicle device in the form factorof a parking permit in accordance with an exemplary embodiment.

FIG. 9 depicts a schematic block diagram of a first option for reservedparking in accordance with an exemplary embodiment.

FIG. 10 depicts a schematic block diagram of another option for reservedparking in accordance with an exemplary embodiment.

FIG. 11 depicts a flowchart of a reservation indicator in accordancewith an exemplary embodiment. At block 1100, the method may begin asbeing in an idle state. At block 1101, a reservation request (asdescribed herein) may be generated and transmitted. At block 1102, areset message may be displayed on the reservation indicator. At block1103, a vehicle may enter or approach entry (as described herein). Atblock 1104, in the event a tag (as described herein) of the vehicle ispresent, a reservation holder at block 1108 is determined (as describedherein). If the reservation holder of block 1108 is correct (asdescribed herein), an OK message may be displayed at block 113. In theevent a tag of the vehicle is not present, a message is transmitted (asdescribed herein) to a user at block 1105. At block 1106, if noconfirmation (as described herein) is received from the user, responsiveto the transmitted message, the method may return to determine if thevehicle tag is present at 1104 or send another message to user at block1105. If a confirmation is received from the user, the reservationindicator may display an OK message at block 1107. If the reservationholder is not correct, a flash warning (as described herein) may begenerated and transmitted at block 1109. If the vehicle exits at block1110, the reservation indicator may become idle at block 1114. If thevehicle does not exit at block 1111, a violation process may betriggered (as described herein). At block 1112, an exception of handlingor managing the violation may be processed (as described herein).

FIG. 12A depicts a reservation indicator of a vehicle in a parking spacein accordance with an exemplary embodiment; FIGS. 12B-12D depict variousdisplay states of a reservation indicator in a parking space inaccordance with an exemplary embodiment.

FIG. 13 depicts a sensor in accordance with an exemplary embodiment.

DETAILED DESCRIPTION OF THE DISCLOSURE

The following description is intended to convey a thorough understandingof the embodiments described by providing a number of specificembodiments and details of an advanced parking management system. Itshould be appreciated, however, that the embodiments are not limited tothese specific embodiments and details, which are meant to be exemplary.It is further understood that one possessing ordinary skill in the art,in light of known systems and methods, would appreciate the use of thevarious embodiments for its intended purposes and benefits in any numberof various embodiments, depending on specific design and other needs.

While a single illustrative block, module or component is shown, theseillustrative blocks, modules or components may be multiplied for variousapplications or different application environments. In addition, themodules or components may be further combined into a consolidated unit.The modules and/or components may be further duplicated, combined and/orseparated across multiple systems at local and/or remote locations. Forexample, some of the modules or functionality associated with themodules may be supported by a separate application or platform. Otherimplementations and architectures may be realized. It should beappreciated that embodiments described may be integrated into and run ona computer, which may include a programmed processing machine which hasone or more processors. Such a processing machine may executeinstructions stored in a memory to process the data and execute themethods described herein.

The logic herein described may be implemented by hardware, software,firmware, and/or a combination thereof. In embodiments where the logicis implemented using software, upgrades and other changes may beperformed without hardware changes. The software may be embodied in anon-transitory computer readable medium.

The description herein may contain reference to wired and wirelesscommunications paths. These wired and wireless communications paths mayinclude one or more of a fiber optics network, a passive opticalnetwork, a cable network, an Internet network, a satellite network, awireless LAN, a Global System for Mobile Communication (“GSM”), aPersonal Communication Service (“PCS”), a Personal Area Network (“PAN”),Wireless Application Protocol (WAP), Multimedia Messaging Service (MMS),Enhanced Messaging Service (EMS), Short Message Service (SMS), TimeDivision Multiplexing (TDM) based systems, Code Division Multiple Access(CDMA) based systems, D-AMPS, Wi-Fi, Fixed Wireless Data, IEEE 802.11b,802.15.1, 802.11n and 802.11g or any other wired or wireless network fortransmitting and receiving a data signal. In various embodiments, thesewired and wireless communications paths, may include, withoutlimitation, telephone lines, fiber optics, IEEE Ethernet 902.3, a widearea network (“WAN”), a local area network (“LAN”), or a global networksuch as the Internet, Internet of Things (IoT) networks, or LoraWAN.Also these paths may support an Internet network, a wirelesscommunication network, a cellular network, or the like, or anycombination thereof. The communication paths may further include onenetwork, or any number of the exemplary types of networks mentionedabove, operating as a stand-alone network or in cooperation with eachother which may use one or more protocols of one or more networkelements to which they are communicatively coupled. Each network maytranslate to or from other protocols to one or more protocols of networkdevices. Although each path may be depicted as a single path, it shouldbe appreciated, the path or network may comprise a plurality ofinterconnected networks or paths, such as, for example, the Internet, aservice provider's network, a cable television network, corporatenetworks, and home networks.

Exemplary methods are provided herein, as there are a variety of ways tocarry out the method disclosed herein. The methods depicted in thevarious figures may be executed or otherwise performed by one or acombination of various systems, such as described herein. Each blockshown in the figures represents one or more processes, methods, and/orsubroutines carried out in the exemplary methods. Each block may have anassociated processing machine or the blocks depicted may be carried outthrough one processor machine. Furthermore, while the steps may be shownin a particular order, it should be appreciated that the steps may beconducted in a different order.

What is needed is to solve critical challenges that include providingsystems and methods for accurate parking space detection, batteryoperated time-of-flight ranging tags to locate the precise parking spacea vehicle is occupying, and on-street infrastructure that providescomplete information to motorists and enables complete workflows andexception and violation management, automated natural language voiceinterfaces for parking management, and secondary evidence imagers tomanage exception conditions and violations.

In some examples, a system may comprise a fixed unit having a sensorwith a zone of detection that corresponds to at least one parking space;a reservations indicator to indicate status of the space with theability to display specific user identifiers such as license plate orreservation holder's name or identifier; one or more processorsconfigured to communicate between the sensor and the reservationsindicator; one or more processors configured to communicate between thesensor and a central server; one or more processors configured tocommunicate between the reservations indicator and the central server ora user device; a mobile or in-vehicle app or user interface for a userto request a reservation or see available reservations; a naturallanguage voice processor for convenient user interaction, especiallywhile driving; and a guidance display indicating a number of parkingspaces available in a given zone or direction, wherein the guidancedisplay is updated based on occupancy information for each parking spacecollected by the roadside unit.

In some examples, a system may comprise one or more sensors configuredto communicate with one or more user applications, directly or via anintermediate server, to detect arrival and parking of vehicle in a zoneof detection, determine if a space is currently reserved for areservation holder, request confirmation from the user via an indicationon the user's mobile or in-car device and in case no confirmation isreceived, trigger exception processing that may include any one or moreof alerting an operator, using secondary evidence to determine identityof the parked vehicle and state of the space, send data to one or moreviolations processing systems, reserve an alternative space for thevalid reservation holder, change the reservations indication on analternate space, and inform the reservation holder via an applicationnotification, SMS or phone call about the alternate space assignment.

The systems and methods disclosed herein may apply to multi-wheeledvehicles, such as two-wheeled and/or four-wheeled motor vehicles,including automobiles, trucks, sport utility vehicles, motorbikes,mopeds, motorcycles, connected cars, autonomous vehicles, etc. Asdescribed above, a solution is needed for an integrated effort thathelps build smart cities, eliminate inefficiencies, deliver high-qualityservices to citizens, and generate revenues. As further describedherein, such a solution may include one or more of vehicleidentification and management systems, guidance systems, mobileenforcement and field service systems, parking meter and spacemanagement systems, vehicle sensing systems configured to providereliable and real-time data, comprehensive management and smart datasystems, and mobile guidance applications. In addition to solving theabove-identified challenges, the solution reduces risk and ensuresinteroperability between the various systems.

A reservation system in a non-access controlled area wherenon-reservation holders may access a space that requires the ability tosufficiently display the reservation state of the space, preferably aclear message that identifies the reservation holder, and the systemmust automatically detect when a new vehicle enters or a vehicle exitsthe space and change its indication based on those events, and verifythe identity of the vehicle occupying the space and verify if thecorrect vehicle is parked in the space.

Accurate vehicle identification is a key enabling component of thereservation system. In a dense parking lot, or on the roadside, theremay be other vehicles surrounding the parking space in adjacent spacesor movement lanes. Reliably identifying the vehicle in a space requiresa positioning accuracy of less than 10 feet. This level of accuracy isnot possible with GPS and other conventional systems, but is possible byusing locating techniques, including distance measurement between afixed device, such as a sensor, and a vehicle mounted device, such as anin-car device.

While in-vehicle devices as disclosed may solve the problem of locatingand identifying a vehicle in a parking space, in-vehicle devices aresometimes expensive and it is not always possible to have the devices inall vehicles. In cases when a vehicle pulls into a reserved spacewithout an in-vehicle device to communicate with the sensor or thereservations indicator, the correct vehicle may be verified once it haspulled into a space by asking the actual reservation holder to confirmif they pulled into the space. While this is an extra step, this may bedone by transmitting a message to the reservation holder and asking theuser to confirm via a user device, but it is also possible to instructthe reservation holder ahead of time to proactively confirm upon theirarrival.

Enabling the parking reservations workflow via voice interaction usingan automated voice processing engine, including one or more processors,will greatly assist users and enhance driver safety. Public parkingsystems need to cater to a wide range of users and often in areas withmulti-lingual needs. For example, an intelligent voice engine may ask auser for critical information about their parking needs, prompt the userfor missing information, and provide a recommendation or one or morechoices to the user, and then also confirm the reservation and switch tonavigation to provide directions.

As disclosed herein, the systems and methods enable advanced parkingmanagement features in a meter-less configuration, thereby potentiallyavoiding a large portion of capital and operating expenses to cities (inparking meters and the like), and are preferably battery operated andmay be solar powered. It is expensive to trench power and data cables tovarious on-street equipment such as reservation indicators and sensors,though it is possible to do so. The in-vehicle device is preferablybattery operated with a self-contained battery.

When used in a building, using power derived from a mains source makesit possible to power the in-vehicle device.

As disclosed herein, stationary or moving vehicles may be accurately anduniquely identified from very low power infrastructure components anddisplay reservations indications at the parking space using battery orsolar power when used in an outdoor configuration.

The disclosed systems and methods may be combined with on-street dynamicsignage and guidance to motorists, and integrated with collection andenforcement systems, including booting and towing systems violatingvehicles.

The disclosed systems and methods may also be suited for situationsand/or environments where a vehicle needs to be uniquely identified inorder to apply vehicle specific business rules for access grant,permitted length of stay, payments, discounts, accounting, etc.

In some examples, the systems and methods may be configured to detect avehicle momentarily parked or entering an area such as a garageentrance. If the vehicle is authorized or has a reservation for a spaceinside the garage, the sensor and the in-vehicle device with the rangingcapability may be used to detect and validate the vehicle at a gate oraccess point at the garage entrance and operate an access control.

In some examples, the systems and methods may have the reservationsindicator collocated with a directional time of flight radar sensor oranother suitable vehicle occupancy sensor that includes a defined zoneof detection coinciding with a zone of interest in a parking space.Configurations, including pole mount or curb mount, may be used in thiscontext and the sensor and the reservations indicator may share one ormore of mounting structures, enclosures, battery, and communicationmeans.

In some examples, the systems and methods may have the reservationsindicator on a short pole near the space, such that it is clearlyassociated with the space with a LED or backlit LCD display.

While space specific indicators are less confusing to motorists,indications for 2 or more spaces in a common indicator device may bedisplayed. Larger dynamic message signs may comprise one or moremulti-space indicators.

The in-vehicle device may be mounted at a convenient location, such asbehind the windshield or the back glass of the vehicle or may be mountedon the exterior or the underside of the vehicle chassis at a suitablelocation. Though it is referred as in-vehicle device and may be mountedin an interior or in the vehicle, the device will have the same primaryfunction if mounted on the exterior of the vehicle, such as attached toa license plate, license plate frame, or mounted underneath the vehicle.

The in-vehicle devices may utilize energy harvesting from ambient RFenergy, light, or wind energy. The in-vehicle device may employ one ormore beacons triggered periodically on a timer or based on the vehiclestate using an accelerometer to initiate handshaking or pass data to thesensor or reservations indicator.

In some examples, the systems and methods may combine any ofreservations and sensor functions with a parking meter device. Theparking meter may comprise a single, dual, or multi-space meter.

In some examples, the systems and methods may combine electronic paymentsuch as NFC with a reservations indicator.

In some examples, the systems and methods may combine a passive spaceidentifier such as RFID or 1D, 2D or 3D barcodes, or QR codes with thereservations indicator or sensor devices.

FIG. 1 depicts an example schematic block diagram of a roadside unitconfiguration 100. The power management section 101 may utilize abattery, solar or other suitable power source that may be shared with aparking meter or provided by a utility. The power management section 101may ensure energy is being utilized optimally, the controller 103 alongwith the signal processor 102 work together to operate the device andprocess raw analog data from an occupancy sensing radar 109. In additionthe RF transceiver 104 can be frequency and power level controlledinternally within its own software. An antenna switch 107 may be used toshare antenna elements 106, 108 with the RF transceiver 104.

The communication between the in-vehicle device and a roadsidetransceiver in a sensor or reservations indicator may be implemented inmany ways. Battery optimization on both the in-vehicle device and theroadside device may be a significant consideration in establishing thecommunication mechanism.

For example, in the simplest form, the communication maybe one-way,wherein the in-vehicle device emits a beacon with its unique ID and theroadside transceiver may listen for such beacon, either constantly orperiodically and in conjunction with the occupancy state change events.

The communication mechanism also may be two-way and can be initiatedeither by the in-vehicle device or by the roadside device. The two-waycommunication can be implemented even if the in-vehicle device is apassive device, such as, for example, a passive RFID tag or other likepassive device.

The two-way communication can enable many security schemes, such aschallenge-response and other encryption schemes that can be difficult totamper or copy. In various embodiments, the vehicle identification isused to either grant access for the vehicle or to provide treatment suchas parking permits, length of stay or discounted parking, etc., as wellas other fraudulent attempts that may be made to utilize these services.

To aid in initial pairing or detection of the vehicle, the in-vehicledevice may transmit its identification upon an accelerometer event, suchas a deceleration detection or no acceleration detection for a thresholdperiod of time in the axis of normal vehicle movements or engage itsreceiver for a period of time. Upon a change of occupancy state detectedby the sensor, the sensor can initiate its' receiver window for a periodof time to listen to a in-vehicle device beacon or transmit a beacon ifthe in-vehicle device is expected to be listening.

The pairing communication may be in addition to a ranging measurementwhere the distance between the sensor and the in-vehicle device ismeasured.

Since the in-vehicle device and the sensor are on separate clocks, it ispossible the clock frequencies not dissimilar. To overcome clockfrequency errors, ranging may be implemented as a two-way ranging withboth the in-vehicle device and the sensor measuring the ranging distanceto each other and the two measurements are averaged, largely cancelingout the error.

For example, the above-identified ranging may also be performed betweena reservation indicator and other fixed parking devices such as aparking meter or gateway and the in-vehicle unit and the data maybeaggregated to determine the specific parking space a vehicle is in.

Ranging measurement between a transmitter and a receiver may beperformed based on techniques that use a synchronization signal such asa marker pulse or a known pulse that is known by the receiver and may beused as a reference point by the receiver and techniques swept frequencytransmissions with a known sweep rate, known delay timing elements, andretransmitting the original transmission or a known modificationthereof. Such apriori knowledge or commonality between the transmitterand receiver and the delayed retransmission may provide adequate rangingfor the purposes of localizing a vehicle in a specific spot. Thelocalization can be further strengthened by using small temporal windowsthat are unique to the specific event.

FIG. 2 depicts an example schematic block diagram 200 of an in-vehicleunit 209 with accelerometer 210 and optional GPS capability 215. In thisexample configuration, a battery 212 may provide power for the entireunit. Controller 211 may execute program instructions and may control RFtransceiver 214 which couples with the antenna 216 and a visualindicator 218 and a buzzer 217.

In other examples, the in-vehicle device 209 may determine the parkingstate of the vehicle through an interface to a car's computer such as anOBD diagnostic interface or a Bluetooth or other wired or wirelessvehicular network. In these cases, if the in-vehicle device receives aspecific notification indicating the transmission has been put into aparking state or the parking brake is engaged, or the acceleration hasstopped for a period of time, the in-vehicle device will receive anaccurate parking event notification.

The specific determination of the location of a vehicle in a parkingspace by using any combination of sources from sensor event change time,vehicle acceleration data from an accelerometer or car computer data,and ranging distance measurement between the in-vehicle device and thesensor or other roadside units enable the system and methods for veryreliable and suitable for general use. The use of vehicle accelerationdata enables the in-vehicle device 209 to limit its transmit or receivetimes enabling low-power battery operation of the device 209.

In some embodiments, a button may be provided on the in-vehicle device209 to initiate transmission to the sensor in case the initialhandshaking or pairing failed. Upon pressing or activating the button,the in-vehicle device 209 may transmit a longer preamble in order towake-up the sensor or other roadside device to ensure they can pair evenif they are outside the initial pairing window. While this additionalpreamble takes battery power from the in-vehicle device 209, it providesthe motorist an ability to force the pairing in the event there was asystem error or there was an abnormal parking situation.

The in-vehicle device 209 may further include one or more of visual andauditory indications.

In other examples, the persistence of the in-vehicle device 209 withrespect to the sensor or other roadside devices may be used todifferentiate between vehicles in the zone of interest, such as a parkedcar from other nearby transitory vehicles.

In various embodiments, sensors can use laser, visible, near infra-red(NIR) or infra-red (IR) light emitting diode (LED) or laser diodes,ultrasound, NIR or IR triangulation based sensors with or without alinear photo sensor array, frequency modulated continuous wave (FMCW),Doppler, inductance sensing, imaging, passive acoustic, opticaldisturbance or other techniques for vehicle detection.

In various embodiments, the unique vehicle identification can be usedfor automated payment remittance or account charges, or payments to becalculated and charged based on the time the vehicle is parked ascalculated after the vehicle departs. To accomplish this, the roadsidedevice may be communicatively coupled to one or more parking paymentsystems. The communicative coupling may be wireless and/or wired. Invarious embodiments, a cellular connection may be used. The parkingpayment systems may have a variety of embodiments and may be co-locatedwith the roadside device or may be remotely located or a combinationthereof. For example, the parking payment system may be a parking meteror a parking pay station located at a central location to a number ofparking spaces, such as, for example, in a parking garage. Also, basedon the vehicle identification and the business and privacy rules set andthe type of service, localized information or advertisements can be sentto an in-vehicle device or the user's cell phone or smartphone. This canbe used to send reminders or other pertinent messages to the user viatheir smart phone, cell phone, email, tablet computing device, or otherelectronic means.

In various embodiments, a collection of roadside devices may listen tothe in-vehicle device 209 either in a synchronized manner or not andreport their signal strengths to the server and the pattern of receivedsignal strengths can be used alone or in conjunction with otherinformation to further narrow down the location of the in-vehicle device209.

In various embodiments, the in-vehicle device 209 or the roadside devicemay incorporate a fixed delay element with an antenna element tuned to afrequency for the purposes of retransmission of the incoming signal.

In some embodiments, the delay element is longer than the transmit burstand effectively simulates a transmission path much longer than that of aphysical transmission path. This allows for longer transmission pulsesrelative to the distance which will be easier to implement in theelectronics.

In some embodiments, swept frequency transmissions are used and thefrequency offset between the roadside and in-vehicle devices may bemitigated by initiating a ranging measurement from both devices, amongother techniques.

In some embodiments, a synchronization signal such as a sub-microsecondburst from a gateway device that is sufficiently far and at an anglefrom each of the devices in a way that its signal arrives at thein-vehicle device at near the same time or with a known time lag or leadrelative to the roadside device also may be incorporated into theroadside device. The sync signal starts an analog or digital timingcircuit in either the roadside or the in-vehicle device and is alsoreflected from the other device with the fixed delay element after thefixed time delay. The time difference between the sync and the reflectedsignals can be measured using the analog or digital timing means as away of determining the distance between the in-vehicle and the roadsidedevice. If more than one roadside device participates in the timing, theinformation can be uploaded to a server or shared among the roadsidedevice in order to triangulate and further precisely determine thelocation of the in-vehicle device in relation to the roadside device.This method can determine whether an in-vehicle device is in a near-byparked vehicle or in a further away transit lane. An analog timingcircuit, such as a ramp voltage with a 100 ns peak-peak duration can beimplemented with relative ease and the time gap between the two signalscan be easily measured and can be repeated to remove spurious and noisereadings. Instead of a fixed delay element, one of the devices also canbe designed to transmit a burst after a preset delay. A precision timingcircuit, such as those disclosed in the broad spectrum radar timinggenerator, also can be used for timing or the digital or analog timingcircuit o the broad spectrum radar can be used for this timing.

In various embodiments, the in-vehicle 209 and/or the roadside devicemay use a specially adapted beacon or synchronization burst that is lessthan a millisecond, sometimes less than 10 μs or even less than that maybe modulated with small amounts of data for synchronization or forbroadcasting full or partial vehicle IDs. Such small bursts may beuseful in saving battery life and serving as a synchronization referencemay be implemented by adapting an ISM band radio transceiver, forexample one primarily meant for 802.15.4 communications by hardwareand/or software adaptations.

A plurality of antenna elements can be used in the roadside transceiverto narrow down the direction of arrival of the in-vehicle transceiversignals. The directional roadside transceiver antennas may also transmitpredominantly in the direction of the zone of interest, reducing thechances that a stray in-vehicle transceiver may pick up its signal andrespond back.

In various embodiments, the roadside devices may be synchronizedprecisely and measure the relative or absolute arrival time of thein-vehicle device signals and determine the location of the in-vehicledevice by triangulation. The time of arrival of the leading or trailingedge of the next or subsequent in-vehicle beacon can be measured andreported by the roadside devices, or may be measured by two receivingcircuits and antennas on the same roadside device. The two receivingcircuits can be in the same or in nearby enclosures and are coupledelectrically or wirelessly.

In various embodiments, a marker pulse from the broad spectrum radar canbe used for wake-up or for location determination purposes.

The communication between the roadside and in-vehicle devices may bestandards based or may use a proprietary protocol or another protocolmay be used. The protocol may be further customized to keep the beaconburst very short, for example, less than one or a few milliseconds oreven less than a microsecond. The beacon burst may or may not containall the information needed for the identification. A subsequent timeinterval after the beacon burst may be used the two devices to signalits need to communicate further and establish two way communications toget the identification information or for authentication or securitypurposes.

In various embodiments, the in-vehicle device 209 may have a broadcoverage and/or an omni-directional antenna. Narrow direction antennasmay also be used.

In various embodiments, the in-vehicle device 209 may have visual orauditory feedback mechanism to the motorist. For example, if thevehicle's identification was recognized by the roadside sensor, and LEDand/or a buzzer may flash. To conserve battery, the LED may be designedto flash say rapidly for an initial time period and then less rapidly aslong as the vehicle is within range of the roadside sensor and the LEDmay be switched off or have a different period at other times.

In various embodiments, the in-vehicle device 209 may include one ormore buttons for receiving user input from a device, such as a userdevice. If for some reason, the initial vehicle identification fails,the user may press or activate one of the buttons to recommence the syncprocess. Upon a manual initiated sync process, the in-vehicle device maytransmit a long preamble to wakeup the roadside device in case it is notalready listening.

In some embodiments, after the vehicle has been identified, anotification such as via an application of a user device, or by SMS orphone call may be sent to a user device indicating that parking wasrecognized and details related the parking space, such as location,regulations, rates, and billing and payment details.

In various embodiments, the roadside device may signal the in-vehicledevice in order to set the LED rate and duration and the period of suchflashing.

FIG. 3 depicts an example schematic block diagram 300 of an in-vehicledevice 345 with a harvested energy antenna 346 to fully or partiallypower the device. Storage capacitor 348 is used to temporarily store theharvested energy. Controller 347 may use RF transceiver 349 coupled withantenna 352 to communicate with the roadside device and control thevisual indicator 351 and optional auditory indicator 353. An optionalbattery 350 can be used where needed to supplement the harvested energystored in the capacitor 348.

In various embodiments, the vehicle identification may be provided to aparking meter or access control device or similar for applying suitablebusiness rules associated with that vehicle. The vehicle identificationalso can be provided to handheld or vehicle mounted enforcement orsurveillance systems. In some applications, automated camera devices maybe used.

FIG. 4 depicts a flowchart of a sensor in accordance with an exemplaryembodiment. The reservations indicator is updated based on the sensoroccupancy state changes as well upon changes to the reservations. Theindicator may display information that can identify the reservationholder.

FIG. 5 depicts an on-street parking system 500 in accordance with anexemplary embodiment including wireless curb mounted sensors, gateways,guidance displays, wireless communications, and a backend computer. Thesystem 500 may have a series of sensors 502. Each sensor 502 may belocated in or adjacent to a respective parking spot 504 along a road506. The sensors 502 may be located such that each has a zone ofinterest corresponding to the respective adjacent parking space (e.g.,504) that is along a road (e.g., 506). It should be appreciated thatonly a portion of the sensors and parking spots are labeled in FIG. 5 .Each sensor 502 may be configured to sense the presence of a vehicle inthe respective parking spot 504. In various embodiments, the sensor 502may sense a tag associated with the vehicle. Both tags and vehicles alsomay be sensed. The sensors 502 may be located on or near a curb face oron the curb or the sidewalk. It should be appreciated that a variety ofsuch locations are possible consistent with the embodiments disclosedherein.

Each sensor 502 may be communicatively coupled to a gateway 508. Thecoupling 509 may be two way and may be wireless. The gateway 508 may becommunicatively coupled to a server 510. The coupling 511 may be two wayand may be wireless. In various embodiments, the wireless coupling maybe over a cellular network or ISM. The coupling 509 and 511 may both becellular. In certain embodiments, the coupling 511 may be cellular andthe coupling 509 may be another type of wireless signal, such as 802.1.Sensors located closer from the gateway 508 may serve as relay pointsfor sensors located further from the gateway. Repeaters also may be usedto receive and retransmit or repeat the signal for sensors locatedfurther away from the gateway. A set of wired connections also may beused for the transmission of data. The gateway 508 may be capable ofsending data to each of the sensors. For example, the gateway 508 may beable to interrogate the status of an individual sensor and/or sendinstructions to the sensor, such as to power down. Likewise, the server510 may send data and instructions to the gateway. The gateway may relaysuch data and instructions, as appropriate, the sensors.

Each sensor 502 may be communicatively coupled (i.e., either wirelesslyor wired) at 532 with a roadside payment mechanism, such as parkingmeter 530. It should be appreciated that each parking space 504 may havea parking meter associated therewith and only one is shown forillustrative purposes. In various embodiments, a parking meter maycomprise exterior casing and a removable module for both two-wheeled andfour-wheeled vehicle spaces. In various embodiments, a parking meter mayserve multiple spaces and may be communicatively coupled with therespective sensor(s) for each parking space the sensor serves. A commonparking meter or roadside payment mechanism also may serve the entireset of spaces. It should further be appreciated that the term parkingmeter is meant to be non-limiting and inclusive of different roadsidepayment mechanisms, such as payment stations. The parking meter 530 maybe communicatively coupled with the gateway 508 (as depicted at 534). Invarious embodiments, the parking meter 530 may use the links 509 forthis connection (sending and receiving data through the sensor). Throughthe gateway, the parking meter may then communicatively couple with theserver 510.

It should be appreciated that the gateway may be replaced by or used inaddition to a cellular tower or a parking meter. For example, theparking meter 530 may incorporate the gateway or may serve as thegateway. A combination of these may be used. It should also beappreciated that even though a single gateway 508 is depicted, there maybe more than one gateway (or cellular tower or parking meter). Invarious embodiments, cellular tower(s) may be used as a relay point forthe data transmission from the sensors.

A display 512 may indicate the number of available parking spaces. Thedisplay 512 may indicate real-time information. It should be appreciatedthat the display 512 may be located on both sides of the road 506 anddisplay the available parking spaces for a particular side. In variousembodiments, such as depicted in FIG. 5 , the display 512 may displaythe total number of available spaces for the road 506. The display 512may provide the direction of the available parking spaces as describedherein. The display may be configured consistent with the embodimentsdescribed herein. For example, the display 512 can show the number ofopen spaces and have a separate indication when no spaces are open andwhen data in not available. The display 512 can use, for example, asingle 7 segment display for each direction of travel using eitherelectromagnetic flip segments (which do not consume any power for thesegments unless there is a state change) with highly reflective andvisible coatings or can use LED or other suitable electronic-ink orbi-stable liquid crystal displays (LCD) displays. The advantage of usinga low power display such as flip dot, flip segment, electronic-ink,bi-stable LCD, etc., is that the display mechanism can be solar orbattery powered, which may be a benefit for cities where access tocontinuous power in light poles is cumbersome or expensive orcollocating the display units with power source involves tradeoffs.

Additionally, as described herein, an imaging system may be combinedwith the parking systems 500 to provide imaging capability to facilitateparking enforcement operations. For example, one or more imaging devices520 may be installed at various locations near the parking spaces suchthat each parking space may have coverage from at least one imagingdevice. The imaging devices 520 depicted in FIG. 5 is exemplary. Theimaging device 520 is depicted as a pole-mounted device, however othermounting configurations are possible such as curb-mounted and portable,movable mounting. The imaging device 520 may be portable and as such maybe temporary in positioning. In various embodiments, each parking spacemay have an imaging device. The imaging device may be communicativelycoupled 522 to each sensor 502 (located in a parking space to which theimaging device provides imaging coverage) to enable imaging coordinationbetween the sensor and the imaging device such that images are taken atthe appropriate time. This may be a two-way coupling. In variousembodiments, the imaging device may continuously take images or may takeimages at pre-set time intervals. The imaging device may becommunicatively coupled to the gateway and to the server using two-waywired and/or wireless communications paths 521.

FIG. 6 depicts a block diagram of communication between devices in theparking system 600 (similar to parking system 500 of FIG. 5 ) inaccordance with an exemplary embodiment including in-vehicle devices ortags, sensors, gateway, guidance displays, and a backend computer. FIG.6 may reference same or similar components of FIG. 5 . A tag (or otherin-vehicle device) 614 and/or vehicle 614 may be sensed by a sensor 602at 615. The sensor may communicate with the gateway 608. The gateway mayhave a processor 616 and a GPRS/GPS module 618. The gateway maycommunicate with the server 610. The gateway may communicate (640) withthe display 612. The communication 640 with the display may be wired orwireless and may be two-way communication. In various embodiments, theserver 610 may communicate with the display in addition to or in lieu ofthe gateway communicating with the display.

The various wireless communications may be routed through anintermediate point, such as a relay or router, in various embodiments.

FIG. 7 depicts one or more variable message signs 700. For example,signs 700 may include visible dynamic message signs that may beconfigured to provide guidance to motorists. The guidance may beprovided in real-time and provided accurately. The one or more variablemessage signs 700 may be placed at a plurality of predeterminedlocations on similar or different roads, such as approach roads and/ormain roads. In some examples, signs 700 may display one or more oflocations 710, number of parking spaces 720, directions 730 (symbolizedby an arrow indicating a particular direction). In some examples, signs700 may display a status of parking availability 740, such as OPEN.

FIG. 8 depicts one or more battery operated in-vehicle device in theform factor of a parking permit 800 or attached to a parking permit.

In some embodiments, there may be at least two options for reservedspaces: For example, FIG. 9 depicts a first option of reserved parking.In the first option, a reserved sign that does not identify the specificreservation holder may be used during the period of a reservation. Thismay be dynamic or even static, for example, when 5-10% of spaces may bededicated only for reserved parking. In this manner, reserved inventorymay be periodically adjusted (e.g. increase or decrease) based on demandof reserved and general spaces. More particularly, sensor data for allreserved and general spaces may provide occupancy and use patterns.Another option may be to use flex spaces wherein a particular space maybe used for reserved parking only when needed. When the space is notreserved or reservations capability is turned off, the indicator maydisplay a default message or be simply turned off.

In some embodiments, for example, a user or vehicle 910 may approach areserved parking space 920. Through an application, or automaticallythrough a chip, a user may confirm when the vehicle 910 has arrived atthe reserved parking space. Sensor data and the confirmation aretransmitted to a system, such as a data management system, for paymentand tracking. In some examples, the system may comprise a cloud orcloud-based data management system 930. The one or more sensors (similarto the sensors described above), such as curb-mounted sensors 940, maybe configured to detect when the vehicle 910 enters and/or exits thereserved parking space 920. The one or more sensors 940 may beconfigured to detect the chip or application if present. Illegal parkingby the vehicle 910 may be sensed and sent to a handheld device 950 forcontactless policing. For example, an enforcement individual or officermay approach the vehicle and take a picture, by the handheld device 950,for contactless policing. Evidence, including pictures, sensorinformation, and/or vehicle fingerprints, may be made available fornoticing and/or ticketing. Full sensor data may be made available foradjudication and workflow support, and repeat offenders may be clampedand/or towed. As a consequence, this smart parking process provides foraccurate, real-time data for citizen convenience, city efficiencies, andadditional revenues, including mobile and in-car guidance, reservationchoices, and enforcement efficiency. With respect to mobile and in-carguidance, real-time data may be made available to reduce the circling ofthe motorists to find available parking. A fee, such as a user paidconvenience fee, may be assessed and may be application-based, linked tovirtual wallets or prepaid cards.

In another example, FIG. 10 depicts a second option of reserved parking1000. FIG. 10 may reference same or similar components of FIG. 9 . Forexample, a user or vehicle 1010 may approach a reserved parking space.Through an application, or automatically through a chip, a user mayconfirm when the vehicle 1010 has arrived at the reserved parking space.Sensor data and the confirmation are transmitted to a system, such as adata management system, for payment and tracking. In some examples, thesystem may comprise a cloud or cloud-based data management system 1030.The one or more sensors may be configured to detect when the vehicle1010 enters and/or exits the reserved parking space. Display 1020 maydisplay reservation status for one or more individuals, such as J. DOE,P. BOS, D. WIL, etc. The one or more sensors may be configured to detectthe chip or application if present. Illegal parking by the vehicle 1010may be sensed and sent to a handheld device 1040 for contactlesspolicing. For example, an enforcement individual or officer may approachthe vehicle and take a picture, by the handheld device 1040, forcontactless policing. A pole-mounted reservation indicator combined witha sensor may indicate or display 1050 whether or not the parking spaceis reserved, for whom the parking space is reserve, for example ABC123.

FIG. 11 depicts a flowchart of a reservation indicator in accordancewith an exemplary embodiment.

FIG. 12A depicts a reservation indicator 1200 in a parking space 1204for vehicle 1206.

FIG. 12B depicts display states of a reservation indicator in a parkingspace. For example, during day time, if no reservation has been made,display 1210 may indicate that the space is available for reservationand one or more LED indicators 1215 positioned at a location neardisplay 1210. In addition, the LED indicators 1215 may blink green in aslow-flash operation. For example, during night time, if no reservationhas been made, display 1220 may indicate that the space is available forreservation and one or more LED indicators 1225 positioned at a locationnear display 1220. In addition, the LED indicators 1225 may blink greenin a slow-flash operation. In other examples, during day time, if theparking space is reserved or vacant (waiting for reservation holder),display 1230 may indicate that the space is reserved, for example forABC 123, and one or more LED indicators 1235 positioned at a locationnear display 1220. In addition, the LED indicators 1235 may blink red ina medium-flash operation. In other examples, during night time, if theparking space is reserved or vacant (waiting for reservation holder),display 1240 may indicate that the space is reserved, for example forABC 123, and one or more LED indicators 1245 positioned at a locationnear display 1240. In addition, the LED indicators 1245 may blink red ina medium-flash operation, and a portion 1242 of display 1240, such as atop screen, is backlit red steady on at night.

FIG. 12C depicts display states of a reservation indicator in a parkingspace. For example, upon entry of a new vehicle into a reserve space (asdetected by the one or more sensors described herein) until after atime, such as 15 seconds, after arrival, one or more LED indicators 1255may blink red (fast blink), and a backlight 1252 flashes red (mediumflash) for day time and display 1250 may indicate reservation for ABC123. Similarly for night time, upon entry of a new vehicle into areserve space (as detected by the one or more sensors described herein)until after a time, such as 15 seconds, after arrival, one or more LEDindicators 1265 may blink red (fast blink), and a backlight 1262 flashesred (medium flash) for night time and display 1260 may indicatereservation for ABC 123. In other examples, for day time, when noconfirmation is received and/or a possible violation exists from t+15till t+30 seconds after arrival of vehicle, display 1270 may indicatethat authorization is required and/or the space is reserved for ABC 123,in which backlight flashes red (fast flash) and one or more LEDindicators 1275 blink red (fast blink) in addition to a sound. In otherexamples, for night time, when no confirmation is received and/or apossible violation exists from t+15 till t+30 seconds after arrival ofvehicle, display 1280 may indicate that authorization is required and/orthe space is reserved for ABC 123, in which backlight flashes (fastflash) and one or more LED indicators 1285 blink red (fast blink) inaddition to a sound.

FIG. 12D depicts display states of a reservation indicator in a parkingspace. For example, during day time, when a confirmation has beenreceived by the reservation holder, display 1290 may display that thespace is authorized and blink green (slow blink) and one or more LEDindicators 1295 may blink green (medium blink) for 15 seconds after theconfirmation. In other examples, during night time, when a confirmationhas been received by the reservation holder, display 1292 may displaythat the space is authorized and blink green (slow blink) and one ormore LED indicators 1297 may blink green (medium blink) for 15 secondsafter the confirmation. Options for confirmation may include one or moreof automatic confirmation via a wireless permit, automatic confirmationvia an application (based on GPS or Bluetooth), and manual push via anapplication.

The system may include one or more applications, which may comprise oneor more applications for guidance, payment, and reservations. In someexamples, the one or more applications may be configured to providereal-time data, such as real-time parking availability data, to reduceoperations and/or motorists circling. In some examples, the one or moreapplications may be configured to provide payment, such as mobilepayment. In some examples, the one or more applications may beconfigured to provide reservations, such as reservations support toassist in determining statuses associated with parking reservations.Indoor and/or outdoor reservations may be made for parking one or moreof the multi-wheeled vehicles using, for example, an LED signboard at aparking space indicating that a particular parking space is reserved fora license plate. For example, the indication may display one or more of“Reserved for License Plate ending with 1234”; “Reserved for LicensePlate ABC 1234”; “Reserved for License Plate *1234”; “Reserved for JohnDoe”; “J. DOE”, “<-J. DOE”, or any other sufficiently distinctiveidentifier of or belonging to the multi-wheeled vehicle or the user. Insome examples, a device, such as a mobile phone, and vehicle Bluetoothor Wi-Fi radio may be configured for obtaining one or more uniqueidentifiers or sufficiently distinctive identifiers to distinguishbetween vehicles and users. The one or more applications for reservationmay be used in garages, outdoor lots, shopping malls, indoor lots,multi-story lots, on-street spaces (selected spaces or every space),etc. Signage may be at least partially static and/or at least partiallydynamic. In some examples, the signboard may be solar or batterypowered, and may be combined with at least one of audible alerts andvoice guidance. The signboard may be combined with one or more mobileapplications for positive confirmation by an authorized user. Thesignboard may be combined with one or more cameras for verification. Thesignboard may be used for private parking, or any type of shared parkinguses. In some examples, vehicle space availability may be displayed,either individually and/or aggregate, on an electronic display screen.

The same components may be used at the entrances of garages and parkinglots. For example, when a vehicle pulls into an access controlled lotand stops momentarily at the entrance, the in-vehicle device may bedetected by a roadside unit and the vehicle identified. A message may bedisplayed, for example, “Please proceed to Level 3, Space 15”, and thegarage door or gate may be opened. At the space, an optional indicationmay display “Reserved for Jane Doe” and once the car has entered thespace, it may be authenticated. These scenarios are exemplary and inpractice may be customized and modified to handle a large variety ofparking conditions and user preferences.

In some embodiments, one or more connections including Bluetooth orWiFi, optionally with directional antennas may be employed to detect theuser or vehicle at entrances or even parking spaces if the location issuch that there little chance of picking up other than the intended useror vehicle.

FIG. 13 depicts a sensor in accordance with an exemplary embodiment. Forexample, this figure illustrates an exemplary 2-wheeler sensor mountedin a parking separator post. As explained above, there is a demand forparking management of 2 wheelers and trucks. The systems and methodsdisclosed herein are also suitable for this purpose and thus detectionof occupancy of a 2 wheeler space is available.

The embodiments of the present invention are not to be limited in scopeby the specific embodiments described herein. Further, although some ofthe embodiments of the present disclosure have been described herein inthe context of a particular implementation in a particular environmentfor a particular purpose, those of ordinary skill in the art shouldrecognize that its usefulness is not limited thereto and that theembodiments of the present inventions can be beneficially implemented inany number of environments for any number of purposes. Accordingly, theclaims set forth below should be construed in view of the full breadthand spirit of the embodiments of the present inventions as disclosedherein. While the foregoing description includes many details andspecificities, it is to be understood that these have been included forpurposes of explanation only, and are not to be interpreted aslimitations of the invention. Many modifications to the embodimentsdescribed above can be made without departing from the spirit and scopeof the invention.

What is claimed is:
 1. A parking management system, comprising: aroadside unit having a vehicle occupancy sensor with a zone of detectionthat corresponds to a parking space, the roadside unit comprising: animaging camera that includes an image processor to image a vehicle inthe parking space, the imaging camera being triggered based on a changein occupancy condition determined by the vehicle occupancy sensor, andthe imaging camera changing rapidly from a low power mode to an activemode so as to image a vehicle entering or exiting the parking space; asolar panel charging a battery configured to provide the energy neededfor the roadside unit; a wireless transceiver configured to communicatedata from the roadside unit to a parking management system centralcomputer; a reservations acceptance unit that is configured to accept arequest to reserve a parking space; and a reservations validation unitthat is configured to automatically verify the identity of thereservation holder based on automatic recognition of symbols an imagecaptured by the imaging camera, wherein the vehicle occupancy sensorcomprises a radar or infrared sensor with a transmitter and receivercontained within the roadside unit and using at least one timing signalwith a duration of less than 10 nanoseconds or rise or fall times ofless than 3 nanoseconds.
 2. The parking management system of claim 1,further comprising: an in-vehicle device that includes abattery-operated RF transceiver and is configured to communicate withthe roadside unit; and a fixed or known time delay element containedwithin at least one of the roadside unit and in-vehicle device andconfigured to measure distance between the roadside unit and in-vehicledevice based on the fixed or known time delay, wherein the in-vehicledevice is associated with a unique identifier to identify the vehicle oruser of the device.